Advanced thin-walled structures for enhanced crash performance

ABSTRACT

A crash can for a vehicle includes a multi-cell structure that includes at least four hollow cuboids, each defined by four walls that meet at 90 degree angles and at least two of the cuboids share a wall. In another example, a crash can includes a multi-cell structure that includes a hollow cuboid having four walls, and four hollow isosceles trapezoidal prisms having a long base, a short base, and two legs. The multi-cell structures provided herein may increase energy absorption by the crash can if involved in a collision, reducing energy transfer to a vehicle frame and occupants therein.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present U.S. Utility Patent Application is a divisional of andclaims priority to U.S. Utility patent application Ser. No. 16/385,766,entitled “ADVANCED THIN-WALLED STRUCTURES FOR ENHANCED CRASHPERFORMANCE”, filed Apr. 16, 2019, which claims priority pursuant to 35U.S.C. 119(e) to U.S. Provisional Application No. 62/659,012, entitled“ADVANCED THIN-WALLED STRUCTURES FOR ENHANCED CRASH PERFORMANCE”, filedApr. 17, 2018, each of which is hereby incorporated herein by referencein its entirety and made part of the present U.S. Utility PatentApplication for all purposes.

BACKGROUND Technical Field

The present disclosure relates to a thin-walled structure for the crashzones of a vehicle, otherwise known as a crash can. More particularly,the present disclosure relates to a crash can of a vehicle that absorbsenergy upon impact in an efficient way.

Description of Related Art

Passenger vehicles such as cars, trucks or the like typically includemetal structures at the front of the frame with which to absorb theenergy of an impact. These structures are typically a square, singlecell tube directly mounted to the front of the frame of the vehicle,which will deform in a stable manner and absorb energy during an impact,e.g., collision.

SUMMARY

In some embodiments a crash can for a vehicle includes a multi-cellstructure that includes at least four hollow cuboids, each defined byfour walls. The four walls of the hollow cuboids meet at 90 degreeangles and at least two of the cuboids share a wall.

In some embodiments a crash can for a vehicle includes a multi-cellstructure that includes a hollow cuboid and four hollow isoscelestrapezoidal prisms. The hollow cuboid has four walls and the four hollowisosceles trapezoidal prisms each have a long base, a short base, andtwo legs. The four hollow isosceles trapezoidal prisms are arrangedaround the hollow cuboid such that the long base of each hollowisosceles trapezoidal prism shares one of the walls of the hollowcuboid.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example of how a crash can may be used in avehicle according to some embodiments.

FIG. 2A illustrates an example of a crash can undergoing stabledeformation.

FIG. 2B illustrates examples of a crash can undergoing unstabledeformation.

FIG. 3A illustrates a crash can according to some embodiments.

FIG. 3B illustrates a crash can according to some embodiments.

FIG. 4A illustrates a crash can according to some embodiments.

FIG. 4B illustrates a cross section of a hollow isosceles trapezoidalprism according to some embodiments.

FIG. 5 illustrates a cross section of a hollow isosceles trapezoidalprism used to calculate various measurements.

Embodiments of the present disclosure and their advantages are bestunderstood by referring to the detailed description that follows. Itshould be appreciated that like reference numerals are used to identifylike elements illustrated in one or more of the figures, whereinshowings therein are for purposes of illustrating embodiments of thepresent disclosure and not for purposes of limiting the same.

DETAILED DESCRIPTION OF THE DISCLOSURE

The present disclosure provides examples of systems and techniques forproviding a structure (e.g., a crash can, rail, etc.) to absorb energyvia axial progressive folding deformation during a collision. Exemplarystructures disclosed are capable of absorbing more energy in a moreefficient manner during a vehicle collision than conventional singlecell structures. The energy absorption of the structures is provided bya stable and efficient method of progressive collapse that increases theamount of energy that will be absorbed. Exemplary structures providedherein also have manufacturing advantages in terms of the process andmaterials that can be used. These manufacturing advantages result in astructure that increases energy absorption per unit mass, or thespecific energy absorption of the structure, while being lighter thanconventional structures to allow for a more even distribution of theweight of a vehicle and a lighter structure in the front end or othervarious desired portions of the vehicle. The advantages in material andweight allow for vehicles that are designed to be lighter and moreenergy or fuel efficient to maintain or improve on the safety of vehicleoccupants and critical vehicle components (e.g., a high voltage battery)by increasing the amount of energy absorbed by the crash structure in acollision. Accordingly, vehicles seeking to shed weight or increase thespecific energy in a collision zone may be both stylish and safe andthus make the vehicle more commercially feasible.

Reference will now be made in detail to specific aspects or features,examples of which are illustrated in the accompanying drawings. Likereference numerals refer to corresponding parts throughout the figures.

FIG. 1 illustrates an example of how crash can 103 can be mounted to thefront structure of a vehicle 100. The structure generally includes aframe 101, a bumper 102, and a crash can 103. The crash can 103 may beconnected to the frame 101 and bumper 102 with any acceptable fasteningmethod, for example with welds, rivets, or other known fasteningdevices. The crash can 103 is placed in between the frame 101 and thebumper 102, with each end of the crash can 103 attached to either theframe 101 or the bumper 102. Accordingly, when the front structure ofthe vehicle 100 is involved in a collision, the bumper 102 will firstreceive the force of the collision. This force is transferred from thebumper 102 to the crash can 103, which is designed to deform and absorbsenergy. In this manner, the amount of energy received by frame 101during the collision is reduced. Thus, occupants of vehicle 100 will beless likely to be injured and critical vehicle components (e.g., a highvoltage battery) will be less likely to be damaged from the force ofcollision or the deforming metal of frame 101 during the collision.

FIG. 2A illustrates how crash can 103 may deform when subjected to theforce of a collision. Crash can 103 absorbs energy via plasticdeformation. Crash can 103 absorbs the most energy by maximizing theplastic deformation through progressive buckling. Progressive bucklingis a stable buckling mode characterized by top down, regular folding ofthe structure as seen in FIG. 2A. In contrast, non-progressive bucklingdrastically reduces the amount of energy that crash can 103 can absorb.Examples of non-progressive buckling can be seen in FIG. 2B.Accordingly, it is desired that crash can 103 will maximize plasticdeformation through progressive buckling in order to absorb as muchenergy as possible in a stable progressive manner.

In some embodiments a crash can described herein includes a multi-cellstructure that includes at least four hollow cuboids each defined byfour walls that meet at 90 degree angles and at least two of the hollowcuboids share a wall. In some embodiments the crash can includes amulti-cell structure that includes nine hollow cuboids. In someembodiments the crash can is comprised of aluminum alloy and is made ofa piece of extruded aluminum alloy. In some embodiments the thickness ofthe walls is between 1 mm and 3.5 mm. In some embodiments the length ofeach wall is between 26 mm and 38 mm. In some embodiments the crash canalso include four outside walls that meet at 90 degree angles to formfour corners. In some embodiments the four corners are rounded.

In some embodiments a crash can includes a multi-cell structure thatincludes a hollow cuboid having four walls, and four hollow isoscelestrapezoidal prisms having a long base, a short base and two legs. Insome embodiments the four hollow isosceles trapezoidal prisms arearranged around the hollow cuboid such that each of the hollow isoscelestrapezoidal prisms shares its long base with one of the walls of thehollow cuboid. In some embodiments the cross section of the crash canforms a substantially cross shape. In some embodiments the short base ofeach hollow isosceles trapezoidal prism joins the legs such that anobtuse corner angle is created at each junction. In some embodiments theobtuse corner angle is between 90 degrees and 95 degrees. In someembodiments the long base of each hollow isosceles trapezoidal prismjoins the legs such that an acute corner angle is created at eachjunction. In some embodiments the acute corner angle is between 85degrees and 90 degrees. In some embodiments the crash can is comprisedof an aluminum alloy. In some embodiments the crash can is comprised ofan extruded piece of aluminum alloy. In some embodiments each of thewalls of the hollow cuboid, and the long base, the short base and thetwo legs of each hollow isosceles trapezoidal prism are between 1 mm and3.5 mm thick. In some embodiments the length of each of the walls of thehollow cuboid is between 26 mm and 38 mm. In some embodiments the lengthof the legs of each of the hollow isosceles trapezoidal prisms is thesame as the length of the walls of the hollow cuboid. In someembodiments the length of the legs of each of the hollow isoscelestrapezoidal prisms is between 26 mm and 38 mm. In some embodiments thehollow isosceles trapezoidal prism also has a height measured betweenthe long base and the short base. In some embodiments the height is thesame as the length of the long base of the hollow isosceles trapezoidalprism. In some embodiments the outside corner where each of the shortbases meets one of the legs is rounded.

FIG. 3A illustrates a crash can 103 in accordance with some embodiments.Crash can 103 includes the following portions: outer wall 301, hollowcuboids 302, and corners 303. In some embodiments crash can 103 is madeof a single piece of material, as opposed to a component with multiple,interconnected pieces or a single component that has been formed bywelding or otherwise permanently connecting together multiple pieces. Insome embodiments crash can 103 is optionally formed by extruding amaterial (e.g., aluminum alloy). In some embodiments crash can 103 isoptionally formed as a single piece by an additive process, molding,carving, or etching. In some embodiments the additive process, molding,carving, or etching may be controlled by a computer. Any carving oretching may be done using any appropriate tooling (e.g., lasers orchemicals). In some embodiments crash can 103 is optionally formed byinterconnecting multiple pieces of a material with welding or otherpermanent forms of connection. In some embodiments, crash can 103 iscomprised of an aluminum alloy.

In some embodiments the four walls of each hollow cuboid 302 meet eachother wall at a 90 degree angle. In some embodiments, each hollow cuboid302 shares at least one wall with another hollow cuboid 302. In someembodiments the crash can 103 is comprised of four hollow cuboids 302.In some embodiments, the crash can 103 is comprised of nine hollowcuboids 302. In some embodiments the hollow cuboids 302 are arranged sothat the crash can 103 is substantially cuboid in shape. Although someembodiments of the crash can 103 contain four hollow cuboids, onepossessing skill in the art will realize that the crash can couldoptionally have any number of hollow cuboids.

In some embodiments, the corners 303 created where each segment of outerwall 301 meets the other segments of outer wall 301 are rounded with acorner radius between 0.1 mm and 5 mm. For example, the corner radiuscould be 1.5 mm, 2 mm, 2.5 mm, 3 mm, 3.5 mm, 4 mm, 4.5 mm, or 5 mm.

In some embodiments the thickness of each of the walls is between 1 mmand 3.5 mm. In some embodiments the length of each wall 304 of eachhollow cuboid 302 is between 26 mm and 38 mm. In some embodiments thelength 305 of crash can 103 is between 150 mm and 450 mm.

FIG. 3B illustrates crash can 310 in accordance with some embodiments.Crash can 310 includes the following portions: outer wall 311, hollowcuboids 312, and corners 313. In some embodiments crash can 310 is madeof a single piece of material, as opposed to a component with multiple,interconnected pieces or a single component that has been formed bywelding or otherwise permanently connecting together multiple pieces. Insome embodiments crash can 310 is optionally formed by extruding amaterial (e.g., aluminum alloy). In some embodiments crash can 310 isoptionally formed as a single piece by an additive process, molding,carving, or etching or by interconnecting multiple pieces of a materialwith welding or other permanent forms of connection(as described above).

In some embodiments the four walls of each hollow cuboid 312 meet eachother wall at a 90 degree angle. In some embodiments, each hollow cuboid312 shares at least one wall with another hollow cuboid 312. In someembodiments, the crash can 310 is comprised of nine hollow cuboids 312.In some embodiments the hollow cuboids 312 are arranged so that thecrash can 310 is substantially cuboid in shape. Although someembodiments of the crash can 310 contain nine hollow cuboids, onepossessing skill in the art will realize that the crash can couldoptionally have any number of hollow cuboids.

In some embodiments, the corners 313 created where each segment of outerwall 311 meets the other segments of outer wall 311 are rounded with acorner radius between 0.1 mm and 5 mm. For example, the corner radiuscould be 1.5 mm, 2 mm, 2.5 mm, 3 mm, 3.5 mm, 4 mm, 4.5 mm, or 5 mm.

In some embodiments the thickness of each of the walls is between 1 mmand 3.5 mm. In some embodiments the length of each wall 314 of eachhollow cuboid 302 is between 26 mm and 38 mm. In some embodiments thelength 315 of crash can 310 is between 150 mm and 450 mm.

FIG. 4A illustrates crash can 401 in accordance with some embodiments.Crash can 401 is a five-cell structure including the following portions:hollow cuboid 402 and hollow isosceles trapezoidal prisms 403. In someembodiments hollow cuboid 402 is made of four walls. In some embodimentsthe four walls of hollow cuboid 402 meet at 90 degree angles. In someembodiments the length of each wall 404 of hollow cuboid 402 is between26 mm and 38 mm.

FIG. 4B illustrates a cross section hollow isosceles trapezoidal prism403 in accordance with some embodiments. The cross section of hollowisosceles trapezoidal prism 403 is comprised of: two legs 404, a longbase 405, and a short base 406. In some embodiments the legs 404 meetthe short base 406 to create corner angles 407. In some embodiments thelegs 404 meet the long base 405 to create corner angles 408. In someembodiments corner angles 407 and corner angles 408 are 90 degrees. Insome embodiments, corner angles 407 are obtuse angles measuring between90 degrees and 95 degrees. In some embodiments corner angles 408 areacute angles measuring between 85 degrees and 90 degrees. In someembodiments the corners 409 created where the legs 404 meet the shortbase 406 are rounded with a corner radius between 0.1 mm and 5 mm. Forexample, the corner radius could be 1.5 mm, 2 mm, 2.5 mm, 3 mm, 3.5 mm,4 mm, 4.5 mm, or 5 mm.

In some embodiments the length of the long base 405 is between 26 mm and38 mm. The height 410 of hollow isosceles trapezoidal prism 403 is thesame as the length of the long base 405. In some embodiments the twolegs 404 are the same length as the long base 405. In some embodimentsthe long base 405 is the same length as the short base 406. Onepossessing skill in the art will realize that the lengths of the twolegs 404 and the short base 406 will vary depending on the corner angles407 and 408 and the length of the long base 405.

FIG. 5 illustrates a cross section of a hollow isosceles trapezoidalprism used to calculate the lengths of the various sides (note that theangles are exaggerated relative to FIG. 4B for illustrative purposes).The cross sectional isosceles trapezoid 500 is divided into twotriangles 502 and a square 501 where each of the legs 505 meets theshort base 507. As discussed above, given a height 503, and an anglemeasurement of corner angles 504 or 509, the length of leg 505 and thelength of short base 507 may be found using the following equations.

${{Length}\mspace{14mu}{of}\mspace{14mu}{Leg}\mspace{11mu}{505}} = \frac{{Height}\mspace{14mu} 503}{{Tan}\;\left( {{Corner}\mspace{14mu}{Angle}\mspace{11mu} 504} \right)}$Length  of  Short  Base  507 = Length  of  Long  Base  508 − 2^(*) (Length  of  Short  Side  506)${Where},{{{Length}\mspace{14mu}{of}\mspace{14mu}{Short}\mspace{14mu}{Side}\mspace{11mu} 506} = \frac{{Height}\mspace{14mu} 503}{{Sin}\;\left( {{Corner}\mspace{14mu}{Angle}\mspace{11mu} 504} \right)}}$

If only corner angle 509 is available, corresponding corner angle 504may be found by subtracting corner angle 509 from 180 degrees. Tan( )andsin( )refer to the trigonometric functions tangent and sinerespectively.

Returning to FIG. 4A, each of the hollow isosceles trapezoidal prisms403 are arranged around hollow cuboid 402 such that the long base 405 ofeach hollow isosceles trapezoidal prism 403 shares one of the walls ofthe hollow cuboid 402. In some embodiments the cross section of thecrash can 401 comprised of the hollow isosceles trapezoidal prisms 403and the hollow cuboid 402 form a substantially cross shaped structure.

The geometry may also be described through an understanding of the SuperFolding Element (SFE) theory. The SFE theory is a method for estimatingthe mean crush force and total energy absorbed by a thin-walledstructure when it undergoes a crushing process. SFE theory assumes thatthe overall buckling mode is stable and thus involves periodic regularfolding of the structure. These regular folds are assumed to beidentical to each other thus requiring only the determination of themean crush force of one fold to define the mean force for an entirecolumn. This characteristic fold can be further broken down into cornerelements, as the corners are the main energy-absorbing component. Forexample, in a four cell structure as discussed above, the cross-sectionwould be broken down into three types of corner elements: two-flangeelements, T-elements, and criss-cross elements. The four cell structurecontains four two-flange corner elements, four T corner elements, andone criss-cross corner element. A nine cell structure contains fourtwo-flange corner elements, eight T corner elements, and fourcriss-cross elements. In the five cell structure described above thereare eight two-flange corner elements, zero T corner elements and fourcriss-cross elements. Flanges modeled in SFE have uniform thickness,cover half of the cell width, and have height 2*H, where H is the halffolding wave length. The angle between flanges of a corner element canbe either acute, obtuse or orthogonal. For further information about SFEtheory and how these structures can be modeled please refer to thefollowing two articles: Kenyon et al., Parameteric Design of Multi-CellThin-Walled Structures for Improved Crashworthiness with StableProgressive Buckling Mode; Reddy, Multi Cornered Thin Wall Sections forCrashworthiness and Occupant Protection, RMIT UNIVERSITY (February2015). The disclosures of the above publications are incorporated hereinby reference in their entireties, and attached hereto as appendices.

In some embodiments crash can 401 is made of a single piece of material,as opposed to a component with multiple, interconnected pieces or asingle component that has been formed by welding or otherwisepermanently connecting together multiple pieces. In some embodimentscrash can 401 is optionally formed by extruding a material (e.g.,aluminum alloy). In some embodiments crash can 401 is optionally formedas a single piece by an additive process, molding, carving, or etchingor by interconnecting multiple pieces of a material with welding orother permanent forms of connection (as described above). In someembodiments crash can 401 is comprised of an aluminum alloy.

In some embodiments the walls of crash can 401 have a thickness between1 mm and 3.5 mm. In some embodiments the length 405 of crash can 401 isbetween 150 mm and 450 mm.

One advantage of the various embodiments of the crash cans disclosedherein is that the multi-cell structure of the crash cans provides amore stable form of plastic deformation when the crash can is subject tothe force of a collision relative to a single cell (tube) structure.Further, the various geometries described herein may further providemore stable plastic deformation relative to conventional geometries. Asdescribed herein, plastic deformation is the process of absorbing energywhen the crash can is subject to a collision. Various exemplary crashcans provided herein increases plastic deformation, and thus the amountof energy absorbed, by increasing the probability that the crash cansbuckle in a progressive manner. Thus, the multi-cell structure of theexemplary crash cans increases the probability that when subjected toaxial force the crash cans will buckle in a stable top-down, progressivefolding of the structure.

Increasing plastic deformation in this manner grants the multi-cellcrash can several advantages. For example, increasing plasticdeformation in turn increases the amount of energy that will be absorbedduring a collision, resulting in lower deceleration for the occupant(s)and critical components of a vehicle involved in a collision. This, inturn, results in an overall safer experience for the occupant(s) andcritical components, providing for a lower chance of injury or damage.Additionally, increasing the probability that the multi-cell crash canbuckles in a stable manner increases the predictability of how the crashcan will react when subject to a collision, which in turn increases thepredictability of how the rest of the vehicle will react. This allowsfor greater predictability of what an occupant will experience andallows for more precise planning on how to keep the occupant safe.

In particular, the interior walls of the multi-cell structure create amore rigid structure that is less likely to globally bend duringprogressive buckling. The increased stability granted by the interiorwalls of the multi-cell structure increase the probability that axialbuckling will occur in a stable, progressive manner.

Another advantage of the various embodiments of a crash can disclosedherein is that the crash can may be manufactured using an extrusionprocess. Extrusion is the process of forcing material (e.g., aluminum oraluminum alloy) to flow through a shaped opening in a die. This resultsin an elongated piece of material with the same profile as the shapedopening.

In some embodiments, the material (e.g., Al) is heated (e.g., tosubstantially 800-925 degrees Fahrenheit) so that it is soft but stillsolid, and then transferred to a cradle that holds the heated material.A ram pushes the heated material through the die. The die may be cooled(e.g., by flowing liquid nitrogen or nitrogen gas around section of thedie). The temperature of the extruded material is optionally monitoredas the extrusion exits the die. The target exit temperature depends uponthe alloy. For example, the target minimum exit temperature for thealloys 6063, 6463, 6063A, and 6101 is substantially 930° F. The targetminimum exit temperature for the alloys 6005A and 6061 is substantially950° F. For 6000 series alloys, die exit temperatures around 930-980° F.may result in optimum mechanical properties.

The extruded material is pulled to guide the material as it is pushedout of the die. The extrusion is cooled (e.g., quenched) as it is beingpulled. Various cooling techniques may be used. For example, thematerial may be cooled by a series of fans along the length ofextrusion. The extrusion for some materials (e.g., alloy 6061) may bewater quenched and/or air quenched. After the material has cooled, it isstretched to straighten the extrusion and re-aligns the molecules of thematerial. Re-alignment increases the hardness and improves the strengthof the material. In some embodiments the crash can is comprised of analuminum alloy, such as 6005A-T61, 6063, or 6061. Optionally, thealuminum alloy includes silicon manganese. In some embodiments, thematerial is highly thermally conductive (e.g., to remove heat duringquenching) and/or has limited anisotropic characteristics.

Many factors affect the extrusion process, including shape, size (e.g.,lateral extent), and material (e.g., alloy) of the parts being extruded.There are various features of the crash cans disclosed herein that allowthem to be manufactured using the extrusion process and which improvethe extrusion process to enhance the characteristics (e.g., strength,uniformity, etc.) of the finished crash can.

One characteristic of the crash can that improves the extrusion processis that all embodiments of the crash can are hollow. Thus, the openingsat each end provide access to the inner portion of the material andprovide more surface area for coolant to interact with during theextrusion process. This provides for better control of the temperatureof the material during the extrusion process, which allows for lessvariation in temperature across each section. This, in turn, enables thematerial to be cooled more uniformly during the extrusion process whichreduces the amount of non-uniformity in the material of the finishedpart. This increases the strength and predictability of the resultingcrash can.

Further, the extrusion process itself has various advantages. Forinstance, the extrusion process allows the crash can to be formed from asingle piece of material (e.g., aluminum alloy), which improves itsstrength over crash cans that consist of several pieces that aresubsequently connected, creating joints, seams, or other connectionsthat introduce weak spots and points of potential failure. Further, thematerial used during an extrusion process (e.g., aluminum alloy) issubstantially lighter than materials used to create similar crash canswithout an extrusion process (e.g., steel). This allows for a lighteroverall structure, which can allow for further advantages when using thecrash can in a motor vehicle, such as greater fuel efficiency or greaterflexibility in weight allowances.

The increased safety provided by the crash can combined with thebenefits of extruding further allow for greater flexibility whendesigning and creating motor vehicles. This provides for a continuedhigh level of safety for the occupant while allowing for the use ofdifferent components and design choices. This increases the commercialviability of the vehicle by granting the designer greater freedom whendistributing weight and making aesthetic decisions while ensuring thatsafety will still be provided to an occupant based on the energyabsorbed by the crash can.

The foregoing disclosure is not intended to limit the present disclosureto the precise forms or particular fields of use disclosed. As such, itis contemplated that various alternative embodiments and/or modificationto the present disclosure, whether explicitly described or impliedherein, are possible in light of the disclosure. Having thus describedembodiments of the present disclosure, a person of ordinary skill in theart will recognize that changes may be made in form and detail withoutdeparting from the scope of the present disclosure.

In the foregoing specification, the disclosure has been described withreference to specific embodiments. However, as one skilled in the artwill appreciate, various embodiments disclosed herein can be modified orotherwise implemented in various other ways without departing from thespirit and scope of the disclosure. Accordingly, this description is tobe considered as illustrative and is for the purpose of teaching thoseskilled in the art the manner of making and using various embodiments ofthe crash can structure. It is to be understood that the forms ofdisclosure herein shown and described are to be taken as representativeembodiments. Equivalent elements, or materials may be substituted forthose representatively illustrated and described herein. Moreover,certain features of the disclosure may be utilized independently of theuse of other features, all as would be apparent to one skilled in theart after having the benefit of this description of the disclosure.Expressions such as “including”, “comprising”, “incorporating”,“consisting of”, “have”, “is” used to describe and claim the presentdisclosure are intended to be construed in a non-exclusive manner,namely allowing for items, components or elements not explicitlydescribed also to be present. Reference to the singular is also to beconstrued to relate to the plural.

Additionally, numerical terms, such as, but not limited to, “first”,“second”, “third”, “primary”, “secondary”, “main” or any other ordinaryand/or numerical terms, should also be taken only as identifiers, toassist the reader's understanding of the various elements, embodiments,variations and/or modifications of the present disclosure, and may notcreate any limitations, particularly as to the order, or preference, ofany element, embodiment, variation and/or modification relative to, orover, another element, embodiment, variation and/or modification.

It will also be appreciated that one or more of the elements depicted inthe drawings/figures can also be implemented in a more separated orintegrated manner, or even removed in certain cases, as is useful inaccordance with a particular application.

What is claimed is:
 1. A thin-walled structure for crash zones of avehicle, the thin-walled structure comprising: a multi-cell structurecomprising: at least four hollow cuboids, each defined by four walls;wherein the four walls of each hollow cuboid meet at 90 degree anglesand at least two of the cuboids share a wall.
 2. The thin-walledstructure of claim 1, wherein the multi-cell structure comprises ninehollow cuboids.
 3. The thin-walled structure of claim 1, wherein themulti-cell structure is comprised of aluminum alloy.
 4. The thin-walledstructure of claim 3, wherein the multi-cell structure is comprised ofan extruded piece of aluminum alloy.
 5. The thin-walled structure ofclaim 4, wherein the extruded piece of aluminum alloy includes siliconmanganese.
 6. The thin-walled structure of claim 4, wherein the materialof the extruded piece of aluminum alloy is thermally conductive.
 7. Thethin-walled structure of claim 4, wherein the material of the extrudedpiece of aluminum alloy has anisotropic characteristics.
 8. Thethin-walled structure of claim 4, wherein the extruded piece of aluminumalloy is formed at a prescribed range of die exit temperatures, theprescribed range predetermined so as to achieve a prescribed level ofmechanical properties.
 9. The thin-walled structure of claim 1, whereineach of the walls is between 1 mm and 3.5 mm thick.
 10. The thin-walledstructure of claim 1, wherein the length of each wall of each hollowcuboid is between 26 mm and 38 mm.
 11. The thin-walled structure ofclaim 1, wherein the multi-cell structure further comprises four outsidewalls.
 12. The thin-walled structure of claim 11, wherein the fouroutside walls meet at 90 degree angles to form four corners.
 13. Thethin-walled structure of claim 12, wherein the four corners are rounded.14. The thin-walled structure of claim 13, wherein the radius of each ofthe four rounded corners is between 0.1 mm and 5 mm.
 15. The thin-walledstructure of claim 1, wherein the length of the thin-walled structure isbetween 150 mm and 450 mm.
 16. The thin-walled structure of claim 1,wherein the thin-walled structure is comprised of a single piece ofmaterial formed by an additive process, molding, carving, or etching.17. The thin-walled structure of claim 16, wherein the single piece ofmaterial is formed by the additive process, molding, carving, or etchingthat is controlled by a computer.
 18. The thin-walled structure of claim16, wherein the single piece of material is formed by the additiveprocess, molding, carving, or etching that is performed by use of lasersor chemicals.
 19. The thin-walled structure of claim 1, wherein thethin-walled structure is comprised of a plurality of interconnectedpieces of a single component, the plurality of interconnected piecesformed by welding.
 20. The thin-walled structure of claim 1, wherein themulti-cell structure comprises more than nine hollow cuboids.
 21. Athin-walled structure for crash zones of a vehicle, the thin-walledstructure comprising: a multi-cell structure comprising: a plurality ofrows of cells, each of the rows comprising a plurality of hollowcuboids, each of the hollow cuboids defined by four walls; wherein thefour walls of each hollow cuboid meet at 90 degree angles and at leasttwo of the cuboids share a wall.
 22. The thin-walled structure of claim21, wherein the multi-cell structure comprises three rows of threehollow cuboids.